OAHP1414 (Rev. 06/2011B)
HISTORY COLORADO
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
NOMINATION FORM
SECTION I
Name of Property
Historic Name Union Pacific Flatcar No. 51207
Other Names Union Pacific Railroad 53000 series Intermodal car
Address of Property
[ ] address not for publication
Street Address 800 Seminole Road
City Denver
County Denver
Zip 80204
Present Owner of Property
(for multiple ownership, list the names and addresses of each owner on one or more continuation sheets)
Name Museum of Railway Workers
Address P.O. Box 3498
City Boulder
Phone 303-579-1506
State Colorado
Zip 80307-3498
Owner Consent for Nomination
(attach signed consent from each owner of property - see attached form)
Preparer of Nomination
Name
Daniel Quiat
Date 6/27/2011
Organization Museum of Railway Workers
Address P.O. Box 3498
City Boulder
Phone 303-579-1506
State Colorado
FOR OFFICIAL USE:
Nomination Received
1/20/2012
Review Board Recommendation
Approval
Denial
Site Number
5DV.11240
Senate #
1/26/2012
Listing Criteria
Certification of Listing: President, HISTORY COLORADO
Zip 80307
House #
CHS Board State Register Listing
Approved
Denied
A
B
Date
C
D
E
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
Property Name Union Pacific Flatcar No. 51207
SECTION II
Local Historic Designation
Has the property received local historic designation?
[X] no
[ ] yes --- [ ]individually designated
[ ] designated as part of a historic district
Date designated
Designated by
(Name of municipality or county)
Use of Property
Historic TRANSPORTATION/rail-related
Current VACANT/NOT IN USE
Original Owner Union Pacific Railroad
Source of Information Folio Sheet, Flatcar
Year of Construction April 1951
Source of Information Folio Sheet, Flatcar
Architect, Builder, Engineer, Artist or Designer Union Pacific Railroad
Produced in Denver, Colorado by Union Pacific railroad shop forces
Source of Information Folio Sheet, Flatcar, Waite book
Locational Status
[ ] Original location of structure(s)
[X] Structure(s) moved to current location
Date of move December 20-29, 2009
SECTION III
Description and Alterations
(describe the current and original appearance of the property and any alterations on
one or more continuation sheets)
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
Property Name Union Pacific Flatcar No. 51207
SECTION IV
Significance of Property
Nomination Criteria
[X]
A - property is associated with events that have made a significant contribution to history
[ ]
B - property is connected with persons significant in history
[X]
C - property has distinctive characteristics of a type, period, method of construction or artisan
[ ]
D - property is of geographic importance
[ ]
E - property contains the possibility of important discoveries related to prehistory or history
Areas of Significance
[ ] Agriculture
[ ] Architecture
[ ] Archaeology –
prehistoric
[ ] Archaeology –
historic
[ ] Art
[ ] Commerce
[ ] Communications
[ ] Community
Planning and
Development
[ ] Conservation
[ ]
[ ]
[X]
[ ]
[ ]
[ ]
[ ]
[ ]
[ ]
[ ]
Economics
Education
Engineering
Entertainment/
Recreation
Ethnic Heritage
Exploration/
Settlement
Geography/
Community Identity
Health/Medicine
Industry
Invention
[ ] Landscape
Architecture
[ ] Law
[ ] Literature
[ ] Military
[ ] Performing Arts
[ ] Politics/
Government
[ ] Religion
[ ] Science
[ ] Social History
[X] Transportation
Significance Statement
(explain the significance of the property on one or more continuation sheets)
Bibliography
(cite the books, articles, and other sources used in preparing this form on
one or more continuation sheets)
SECTION V
Locational Information
Lot(s)
N/A
Block
N/A
Addition N/A
USGS Topographic Quad Map Fort Logan
Verbal Boundary Description of Nominated Property
(describe the boundaries of the nominated property on a continuation sheet)
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
Property Name Union Pacific Flatcar No. 51207
SECTION VI
Photograph Log for Black and White Photographs
(prepare a photograph log on one or more continuation sheets)
SECTION VII
ADDITIONAL MATERIALS TO ACCOMPANY NOMINATION
Owner Consent Form
Black and White Photographs
Color Prints or Digital Images
Sketch Map(s)
Photocopy of USGS Map Section
Optional Materials
Use of Nomination Materials
Upon submission to the Office of Archaeology and Historic Preservation, all nomination forms and
supporting materials become public records pursuant to CRS Title 24, and may be accessed, copied,
and used for personal or commercial purposes in accordance with state law unless otherwise
specifically exempted. History Colorado may reproduce, publish, display, perform, prepare derivative
works or otherwise use the nomination materials for History Colorado and/or State Register purposes.
For Office Use Only
Property Type:
[ ] building(s)
[ ] district
Architectural Style/Engineering Type:
Period of Significance:
Level of Significance:
[X] structure
[ ] object
[ ] area
Flatcar
1954-1967
[X] Local
Multiple Property Submission:
Acreage
[ ] site
[ ] State
[ ] National
N/A
Less than 1 acre
P.M. 6TH Township 4S
UTM Reference: Zone
Range 68W
13
Easting
Section
499572
4
Northing
Quarter Sections SW ¼ SE ¼
4397356
NAD27
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
Union Pacific Flatcar No. 51207
Page 1
Section III
DESCRIPTION and ALTERATIONS
Setting
Union Pacific Flatcar No. 51207 is located at 800 Seminole, Denver, CO, which is the Burnham
Yard, located at near the intersection of I-25 and 6th Avenue. Since the 1870s, various railroads
have used this yard for freight cars, and it continues to host a variety of rail-related freight traffic.
Description
The Union Pacific Flatcar No. 51207 is a typical midcentury railroad flatcar, with a body
measuring 42’-6”-long, 10’-6”-wide, and 3’-6”-high. Constructed in 1951, the lightweight car
weighs 42,000 lbs and can carry up to 55 tons. Other than the wood decking and box
enclosure, the rest of the body is made of steel. The support structure consists of steel sills
that form a box (side sills connecting to end sills) with intermediate sills interspersed regularly
along the length (parallel to the width) to provide additional support. The sills are painted
orange with yellow lettering. The unpainted wood deck lies on top of the sills and is composed
of oak boards that run parallel to the width of the body. Atop the decking are short wood walls
(painted green) that create a box, with the plank walls held in place by wood supports that are
inserted into the stake pockets on the decking.
There are steel couplers on either end of the car. On one end of the deck is the hand brake,
which consists of a rod with a wheel that tightens the brakes. The rod connects to a chain that
secures the brakes on one axle, and hand brake assembling is retractable to be flush with the
car. The brakes utilize friction bearings, also known as plain journal bearings, which are still
intact. The bearings consist of blocks of brass that rest on top of the wheel axle, which was
lubricated by oil-saturated wool that was housed within a hinged-lid journal box.
The car has two sets of trucks that the car rests upon. Each truck consists of two axle sets
(axle and two wheels) and the truck bolster that holds the entire truck together and provides
ride suspension. Connected to one truck is the chain from the handbrake. Each axle has a
tread brake that is activated by air from the locomotive.
Alterations
When the Union Pacific modified this car in 1954 for the intermodal experiment, they added
channels to help guide the wheels of semi-trucks, sturdy rails to assist with tie-down of the
trailer to the rail car’s flatbed, and access ways on each end of a truck-and-trailer to drive from
flatcar to flatcar. The railroad also re-numbered this flatcar into the 53000 series at that time.
When the Union Pacific returned this car to general service in 1967, they removed
modifications from the intermodal experiment, partially repainted it, and re-numbered the car
for general service. Union Pacific then moved this car to work service at an undocumented
date, installing short wood-plank sides (painted green) to form a box, and then utilized the car
to carry and transport supply parts.
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
Union Pacific Flatcar No. 51207
Page 2
Section III
Integrity
While some Union Pacific Denver-built flatcars remain, the Union Pacific Flatcar No. 51207 is
the only remaining Denver-built car in such original condition, as it includes the friction-bearing
trucks and has its original number still painted on the side. The flatcar demonstrates the
evolving uses of flatcars in the mid-twentieth century, with its historic modifications apparent
on the structure, providing this resource with a high level of integrity for design, materials, and
workmanship. As it remains in a freight-related railroad setting, it retains a high degree of
integrity to its setting, location, association, and feeling.
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
Union Pacific Flatcar No. 51207
Page 3
Section IV
SIGNIFICANCE STATEMENT
Union Pacific Flatcar No. 51207 is eligible to the State Register under Criterion A in the area of
Transportation for both its history as a flatcar that transported freight in Colorado and for its
use in an experiment with Trailer on Flatcar (TOFC) style of freight transportation, which
ultimately changed out train-transported goods. After Union Pacific constructed the car in
Denver in 1951, they modified it in 1954 in order to determine the requirements to place a
trailer on a flatcar for service, hence collaborating with trucking companies rather than directly
competing with them. Union Pacific used this flatcar in TOFC service until 1967, when they
returned it to general service. Union Pacific Railroad flatcar No. 51207 is also eligible under
Criterion C in the area of Engineering as an intact example of a mid-twentieth century flatcar,
which includes its original friction-bearing trucks.
Background
Whereas most other railroads purchased their rolling stock from manufacturers, Union Pacific
Railroad developed a reputation for constructing its own cars. They operated several major car
shops that both performed maintenance on and manufactured rolling stock. During World War
II, railroads had to greatly limit their production of new rolling stock due to governmental
rationing of materials, like steel. After WWII, railroads needed to upgrade an outdated fleet
and increase their capacity in order to meet the demands of an economic boom. As part of this
post-WWII effort, the Union Pacific built entire series of rolling stock, including the boxcars and
flatcars they produced in Denver (Waite, p. 1). Union Pacific decided to create 500 flatcars,
numbered into the 51000-51499 series, at the Denver car shop in 1951 to replace their older
pre-war flats (Bielawski interview). Although the railroad intended all of these flatcars for
general service, they modified some of the cars in this series in 1954 to experiment with
intermodal service (allowing freight to travel by a combination of rail and road in one shipping
container).
While some of the cars produced at the Denver car shop before it closed in 1970 are still
extant, the Union Pacific Flatcar No. 51207 is both one of those few remaining and it retains
more of its original materials than others.
Transportation
Railroads offered their customers a choice of rolling stock to move their products, but rarely
allowed customers to move products that were less than a full carload. While railroads did at
one time offer less-than-carload (LCL) service, road-based trucking companies largely took
over this market. In addition to having more flexibility in the quantity of goods they could ship
via trucking companies, more companies were building in areas that were not located along
railroad sidings (Railway Age, pp. 46-47). While urban development in the United States from
1880 to 1930 largely centered on access to rail transportation, the shift to road-based
automotive transportation decentralized all types of development (Stilgoe, pp. 339-345).
For the Union Pacific, moving a trailer of goods was a profitable idea similar to moving a
boxcar. Railroad workers began referring to this as “piggyback service” and various railroads
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
Union Pacific Flatcar No. 51207
Page 4
Section IV
painted images of pigs on the sides of flatcars that they utilized for TOFC service. The first
piggyback service on the Union Pacific was from Los Angeles to Salt Lake City, and Seattle to
Salt Lake City in 1954. The railroad was quite pleased in its success and by July of 1955, they
added Chicago to Denver via St. Louis to its routing (Railway Age, p. 46). The success of the
service was that the railroad could offer service at the same price a trucker could haul the
same trailer and on a competitive delivery schedule (Railway Age, p. 46). For the railroad, this
opened up a new freight market that allowed them to collaborate with trucking companies,
tapping into road-related transportation rather than struggling against it. Additionally, this
allowed the railroads to only ship full carloads, with trucking companies taking on the burden
or organizing LCL services (Railway Age, p. 47).
In order to truly take advantage of intermodal service, railroads experimented with how to best
design the rolling stock to carry trucking trailers, while also constructing other infrastructure
elements that would make transfer between modes of transportation more feasible. Union
Pacific, like other railroads, modified existing flatcars to determine if this service could be
profitable and how to best maximize that type of operation. Retired Union Pacific worker Bill
Brunskil summed up the situation by saying, “It made no sense to spend a lot of money until
the railroad knew it was going to work” (Brunskil interview).
For the Union Pacific Railroad, they rebuilt 133 cars from the Denver-built 51000 series for the
first generation of piggyback/intermodal service. So that a truck could drive a trailer onto the
deck of a flatcar, they installed channels on the deck to help guide the wheels, and sturdy rails
to assist with tie-down. While this first round of intermodal service was moderately successful,
the modifications to existing flatcars were too extensive to make modification of existing rolling
stock a financially feasible option, and ultimately the labor to tie the trailer down was extensive
(Waite, pp. 2-3).
The period in intermodal service varied for each of the modified cars. Union Pacific modified a
second set of flatcars (85 cars) in 1964 to test other design options, and that experiment
overlapped with the railroad’s continued use of modified cars from the first experiment. In the
case of Union Pacific Flatcar No. 51207, its service in the intermodal experiment ended in
1967, when Union Pacific removed most of the intermodal service modifications and returned
it to general service as a typical flatcar. In most instances, once the experiment was over, the
railroads returned to the experimental cars to original design specifications and then to general
service (Waite, p. 2-3). While the experimental cars were not ideal, the piggyback service was
ultimately very profitable and railroads developed new rolling stock that they specifically
designed for TOFC transportation. Today, intermodal service for both trailers and containers is
a significant component of the railroad industry.
Engineering
Union Pacific Flatcar No. 51207 is one of the few, and one of the most intact, flatcars
constructed at the Union Pacific’s Denver car shop. Additionally, it is an excellent example of a
typical mid-twentieth century flatcar. Designed for simple and functional freight transport, this
car exhibits standard rolling stock dimensions and features a steel support frame topped by a
level wood deck, all supported by a pair of steel trucks. While most of these functional cars
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
Union Pacific Flatcar No. 51207
Page 5
Section IV
were either scrapped over time or greatly modified to fit ongoing uses, this flatcar retains the
majority of its original look and form, with the exception of the added short wood walls atop the
deck. Despite this addition, the rest of the original materials are evident and as the railroad
only partially repainted it, much of the original paint-scheme and numbering is evident, with the
layers of painting speak to its changes in use over time.
Railroad cars rest upon trucks, which provide support and mobility for the car. At the loadbearing end of a truck is an axle, which topped by a journal box that contains either friction
bearings or roller bearings. Early rolling stock exclusively used friction bearings because they
were very efficient, particularly when it came time to replace them (one person could replace a
friction bearing in three minutes while using only a jack and minimal tools). The main problem
with friction bearings is that they wear at different rates and are unable to dissipate heat well,
particularly in high speed conditions. The resulting fires in the journal box could ultimately
derail a train. Railroad workers began to call journal boxes that contained friction bearings “hot
boxes” due to this problem (Schneider 2006).
Advances in engineering technology resulted in the roller bearings, which gradually started to
replace friction bearings due to their decreased maintenance needs and the markedly
decreased incidence of fire. Friction bearings rely on two smooth surfaces sliding against each
other, with oil lubrication mitigating the heat from the friction. Roller bearings roll the rotating
surface on a number of small diameter pins placed between the stationary surface and the
rotating surface. Because there is little sliding, there is less heat produced and greater speeds
are possible (Rochat interview).
For safety reasons, the U.S. government required roller bearings rather than friction bearings
on all newly constructed rolling stock starting in 1963, and while most railroads began to phase
out friction bearings on existing rolling stock on their own (Union Pacific banned them in the
late 1990s), the government finally banned them from interchange use in 1995 (Schneider
2006). As such, is rare for rolling stock to still retain friction bearings.
After its tenure in the Union Pacific’s intermodal service experiment, the railroad repaired and
returned the flatcar to general service. In a series of 500 cars — while other cars in the series
were scrapped, or placed in work service — Union Pacific Flatcar No. 51207 remained on the
railroad’s active car roster until 2010, about 60 years after its construction. Even cars built in
Denver that might still exist in work service have been modified to the point where they are no
longer recognizable as a Denver-built car, save for its railroad classification.
In general service, whether used in the intermodal experiment or not, the Denver-built flatcars
quickly became obsolete. The railroad purchased 70-ton capacity flatcars, with higher capacity
cars soon following, and ultimately Union Pacific retired the 50-ton flatcars. By 1975, when the
cars were only 24 years old (out of a 40-year service life) there were 380 flatcars still in service
and by 1978 there were 340 (Waite, p.1; UP Rolling Stock Guide). By 1989, the railroad had
essentially retired the entire series (Waite, p. 1). The exception was Union Pacific Flatcar No.
51207, which they did not retire from revenue service until 2010.
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
Union Pacific Flatcar No. 51207
Page 6
Section IV
Union Pacific Flatcar No. 51207
Based upon car markings, the railroad built Union Pacific Flatcar No. 51207 in April 1951.
They placed it into the Omaha rebuild program in September 1954 and converted it to TOFC
experimental service. Car markings clearly indicate a rebuild occurred in Los Angeles in May
1967. Based on its appearance, Union Pacific repaired the car (based on welding marks) and
then renumbered it (based on the limited repainting). Due to the minimal repainting at that time
the old numbers are beginning to show through.
It is uncertain how long the Union Pacific actually used the car in revenue service. According
to the “Official Equipment Register,” the car was listed as being in service as late as July 2001,
when it was 50 years old and well past its permitted usage. Ultimately, the railroad never
officially retired the car to work service, but simply used in work service. Typically, when the
Union Pacific converted a car to work service, they replaced obsolete parts, then renumbered
and repainted the car. Union Pacific Flatcar No. 51207 is in almost original condition with its
original number and original colors. The most intriguing feature, though, is that the car has its
original trucks, which is exceptional. Union Pacific replaced friction-bearing trucks with roller
bearing trucks when they serviced cars and they have been banned from interchange service
since 1995.
The railroad placed Union Pacific Flatcar No. 51207on a freight train December 20, 2009, with
stops in Salt Lake City and Grand Junction before someone recognized it as a friction bearing
truck in Denver on December 29, 2009. In an interview with Sam Shuman, the Denver Service
Unit Car Department Foreman was stunned it arrived in one piece from such a distance. One
reason why it has remained in service was because it was still on the active Union Pacific
Roster of Cars and no one had verified what type of bearings it used, assuming that all frictionbearing trucks had long been replaced (Umler car reporting).
Once in Denver, the Union Pacific moved the car to a storage track. On March 11, 2011, the
railroad traded Union Pacific Flatcar No. 51207 to the Museum of Railway Workers for a less
historic flatcar that the museum had in its fleet.
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
Union Pacific Flatcar No. 51207
Page 7
Section IV
BIBLIOGRAPHY
Interviews
Bielawski, Chris. Union Pacific Carman. Interviewed multiple times 2011, by Daniel Quiat.
Brunskil, Bill. Former Union Pacific Railroad employee, retired. Interviewed 3/16/2011 and other
interviews during 2011, by Daniel Quiat.
Hartley, Dick. Union Pacific Historical Society, discussion through e-mail on the cars by Daniel
Quiat.
Rochat, Gabriel. Mechanical Engineer, E.I.T., Knoxville, TN. Personal communication with
Heather L. Bailey, History Colorado.
Shuman, Sam. Foreman Denver Service Unit Car Department, interviewed multiple times
during December 2009 by Daniel Quiat.
Written Sources
Metcalfe, Terry. Union Pacific Freight Cars 1936-51. Englewood, CO: Metcalfe Publications,
1989, Second Edition.
“Official Railway Equipment Register,” R.E.R. Publishing (July 2001): RR-724
Schmitz, Lou, UP Color Guide to Freight and Passenger Equipment, Volume 2. NJ: Edison:
Morning Sun Books, 1996.
Schneider, Paul D. “Freight Car Trucks and Carbodies: Key Components of a Freight Car,”
TRAINS Magazine (1 May 2006):
Stagner, Llloyd and Robert J. Yanosey, UP Color Guide to Freight and Passenger Equipment.
Edison, NJ: Morning Sun Books, 1993.
Stilgoe, John R. Metropolitan Corridor: Railroads and the American Scene. New Haven, CT:
Yale University Press, 1983.
“TOFC – Helping Hand for Boxcars,” Railway Age (8 August 1955):. 46-47
Union Pacific Railroad. Union Pacific Rolling Stock. Omaha, NE: Union Pacific, 1979.
Waite, Thornton. “UP Class F-50-15 Flatcars,” Freight Car Journal Magazine (1992).
Online Resources
UMLER. Online database of rolling stock. Accessed at www.railinc.com.
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
Union Pacific Flatcar No. 51207
Page 8
Section V
GEOGRAPHICAL DATA
VERBAL BOUNDARY DESCRIPTION
The State Register nomination includes only Union Pacific Flatcar No. 51207 as it sits in the
boundaries of the Denver Burnham Yard shops of the Union Pacific Railroad located at 800
Seminole Road. No real property (i.e., land) is included in this nomination.
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
Union Pacific Flatcar No. 51207
Page 9
Section VI
PHOTOGRAPH LOG
The following information pertains to photograph numbers 1-15 except as noted:
Name of Property:
Location:
Photographer:
Date of Photographs:
Negatives:
Photo No.
Union Pacific Flatcar # 51207
North Yard, Denver, Colorado
Daniel Quiat
3/16/2011
Digital photo
Photographic Information
1
3/4 view of flatcar with portable boom on car.
2
Side view of flatcar
3
The reporting marks for the flatcar indicating the ownership and number. Note
the older number is coming through. (Photo taken December 29, 2009)
4
This is a photo of the flatcar designation: F for flatcar, 50 for tonnage capacity,
15 for the series of flatcar. (Photo taken December 29, 2009)
5
3/4 view of car at North Yard.
6
Original builder’s stamp.
7
SPRG. 21/2 IN TRAVEL: spring travel distance. Hulson 202: spring type. OM. 954: gear inspected in Omaha in September 1954.
8
Repair modifications made to the car frame to restore the side towards the end
and the repair modifications made to the stake pocket.
9
Differences between the areas repainted and not repainted.
10
Information on carrying capacity of the car.
11
Los Angeles repair markings (LA 5 67).
12
During the 1970s, the railroads tried an identification system called Automatic
Car Identification (ACI), which used a series of colors to help provide the car
ownership and number. While the system was a failure, Union Pacific 51207
(along with many other cars) still has those tags.
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
Union Pacific Flatcar No. 51207
Page 10
Section VI
13
Evidence of how the car was informally placed into work service with the “MW
33” designation that they did not officially record, with only parts of the car
receiving green paint (to denote work service) and parts retaining orange paint
(denoting revenue service).
14
The friction (or plain) bearing, and the 1967 modifications to the car (all of the
red-painted welds), and the work-service modifications painted green.
15
Fiction bearing location. Note the truck says it was made 12-50, or December
1950.
Historic Image Log
H001
Union Pacific Folio sheet from 1951– copy from Union Pacific Records. Courtesy
Colorado Railroad Museum.
H002
This is a close-up of the builder’s stencil and capacity rating on a 51000 series
car. Courtesy Colorado Railroad Museum.
H003
This is Union Pacific photo showing a modified car carrying a secured trailer.
Note the support was a piece of rail added to the car. While the car still had a
wood deck, it was modified with a center metal portion to align the wheels to the
car so the trailer was centered. On the edges of the car metal was added to
extend the deck, and align the tires in place, hold the trailer and ratchet it down.
Courtesy Colorado Railroad Museum.
H004
This is another press photo of a trailer on a flatcar. Note - The flatcar designation
F-50-15 consistent with the series of Denver-made flatcars. The photographed
car also stated the work occurred in Omaha in 9-1954. Note below: Omaha 91954 on the car. Courtesy Colorado Railroad Museum.
H005
This is a photo taken in 1958 in San Bernardino, California. It is a Richard Yenko
photo. Daniel Quiat Collection.
H006
This is an ad by the Union Pacific demonstrating its piggyback service. Daniel
Quiat Collection.
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
Union Pacific Flatcar No. 51207
USGS TOPOGRAPHIC MAP
Fort Logan Quadrangle, Colorado
7.5 Minute Series
Page 11
Section VII
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
Historic Images
H001
Union Pacific Flatcar No. 51207
Page 12
Section VII
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
H002
Union Pacific Flatcar No. 51207
Page 13
Section VII
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
H003
Union Pacific Flatcar No. 51207
Page 14
Section VII
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
H004
Union Pacific Flatcar No. 51207
Page 15
Section VII
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
H005
Union Pacific Flatcar No. 51207
Page 16
Section VII
COLORADO STATE REGISTER OF HISTORIC PROPERTIES
CONTINUATION SHEET
Property Name
H006
Union Pacific Flatcar No. 51207
Page 17
Section VII